EP2867561B1 - Système de commande de transmission - Google Patents

Système de commande de transmission Download PDF

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Publication number
EP2867561B1
EP2867561B1 EP13748377.2A EP13748377A EP2867561B1 EP 2867561 B1 EP2867561 B1 EP 2867561B1 EP 13748377 A EP13748377 A EP 13748377A EP 2867561 B1 EP2867561 B1 EP 2867561B1
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EP
European Patent Office
Prior art keywords
vehicle
speed
sim
coasting
transmission mode
Prior art date
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Active
Application number
EP13748377.2A
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German (de)
English (en)
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EP2867561A1 (fr
Inventor
Oskar Johansson
Mikael ÖGREN
Fredrik Roos
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scania CV AB
Original Assignee
Scania CV AB
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Publication date
Application filed by Scania CV AB filed Critical Scania CV AB
Priority to EP17168580.3A priority Critical patent/EP3255316B1/fr
Priority to EP17168579.5A priority patent/EP3232092B1/fr
Publication of EP2867561A1 publication Critical patent/EP2867561A1/fr
Application granted granted Critical
Publication of EP2867561B1 publication Critical patent/EP2867561B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/18081—With torque flow from driveshaft to engine, i.e. engine being driven by vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery

Definitions

  • the present invention relates to a method for choosing a transmission mode as described in the preamble to patent claim 1 and to a system for choosing a transmission mode as described in the preamble to patent claim 31.
  • the present invention also relates to a computer program and a computer program product which implement the method according to the invention.
  • a fuel cost represents a significant expense for the owner or user of the vehicle.
  • a hauling company for example, apart from the cost of procurement of the vehicle, the main items of expenditure for the running of a vehicle are constituted by pay to the driver of the vehicle, costs of repairs and maintenance, and fuel for propulsion of the vehicle.
  • the fuel cost can here have a very large impact on profitability for the hauling company.
  • a number of different systems have been developed in order to reduce fuel consumption, such as, for example, fuel-efficient engines and fuel-saving cruise control devices.
  • Fig. 1 shows in schematic representation a drive train in a vehicle 100.
  • the drive train comprises an internal combustion engine 101, which is connected in a conventional manner, via an output shaft 102 from the internal combustion engine 101, usually via a flywheel, to an input shaft 109 of a gearbox 103 by means of a clutch 106.
  • the clutch 106 can be constituted, for example, by an automatically controlled clutch, and is controlled by the control system of the vehicle via a control unit 1000 ( figure 10 ).
  • the control unit 1000 can also control the gearbox 103.
  • the gearbox 103 is here illustrated schematically as a unit.
  • the gearbox 103 can also, however, physically consist of a plurality of interacting gearboxes, for example of a range gearbox, a main gearbox and a split gearbox, which are arranged along the drive train of the vehicle.
  • the vehicle 100 further comprises drive shafts 104, 105, which are connected to the drive wheels 110, 111 of the vehicle and which are driven by an output shaft 107 from the gearbox 103 via an axle gearing 108, such as, for example
  • the vehicle 100 further comprises a variety of different braking systems, such as a conventional service braking system, which can comprise, for example, brake disks with associated brake linings (not shown) arranged next to each wheel.
  • the engine 101 can be controlled on the basis of instructions from a cruise control device, in order to maintain a constant actual vehicle speed and/or vary the actual vehicle speed so that a fuel consumption which is optimized within reasonable speed limits is obtained.
  • the engine 101 can also be controlled by a driver of the vehicle.
  • DE102010030346 discloses a method and a system for controlling coasting in a vehicle. If coasting is deemed suitable for a predetermined number of consecutive points ahead of the vehicle, it is activated.
  • the reduced request for positive engine torque means that the driving force in the direction of travel, which the internal combustion engine delivers via the drive wheels, is reduced, for example by reduced fuel injection in the engine 101, thereby reducing the fuel consumption.
  • Dragging means driving the vehicle with closed drive train, that is to say with the combustion engine 101 connected to the drive wheels 110, 111 of the vehicle, at the same time as the fuel supply to the internal combustion engine 101 is shut off.
  • One advantage with this type of measure is that, since fuel supply to the internal combustion engine is shut off, the consumption of the internal combustion engine is also equal to zero.
  • the measure also means, however, that the internal combustion engine 101 will be driven by the drive wheels of the vehicle via the drive train, so that so-called "dragging" is achieved, wherein the internal losses of the internal combustion engine give rise to a braking action, that is to say that the vehicle is engine-braked.
  • One object of the present invention is to further reduce the fuel consumption of the vehicle. This object is achieved by the above-stated method according to the characterizing part of patent claim 1. The object is also achieved by the system according to the characterizing part of patent claim 31. The object is also achieved by the above-stated computer program and computer program product.
  • the object that is to say of reducing the fuel consumption, is achieved by providing a gear selection which produces as low a revolution speed and as good a fuel economy as possible.
  • coasting can be regarded as part of the gear selection in the vehicle. This provides further scope for achieving a lowering of the revolution speed, which is exploited according to the invention.
  • a very exact and well informed choice of transmission mode for use over the course of a road section ahead of the vehicle, where transmission mode comprises coasting as well as gear positions in the gearbox is obtained.
  • the object of this choice of transmission mode is to bring down the engine speed as far as possible and thus save fuel.
  • One or more simulations of future speed profiles v sim for an actual speed for the vehicle are conducted, which results in the system having very good control over how the vehicle will perform over the course of the road section ahead of the vehicle.
  • Choices regarding coasting and/or gear position can be made, which choices will intuitively feel right for a driver of the vehicle.
  • the extent of use of the function will hereby increase further, whereby fuel-saving coasting and/or upshifts will lower the total fuel consumption.
  • the present invention can be implemented without much adding to the complexity in the vehicle, since the invention can make use of data which are already available in other systems in the vehicle, such as road slope information to which cruise control devices in the vehicle have access.
  • the transmission in the vehicle is controlled such that the speed of the engine is lowered at a moment when this is suitable.
  • the suitability of a transmission mode essentially consists in how long the system considers it possible to utilize the transmission mode without losing too much speed. In the coasting case, suitability is also based on an assessment of whether the vehicle will need to be braked or not over the course of the road section.
  • a lower transmission mode is chosen if a downshift or a suspension of coasting is considered necessary.
  • the highest applicable transmission mode which is chosen according to the invention can thus constitute a transmission mode which is lower than a transmission mode which is utilized when the simulation is made.
  • pedal driving that is to say that the driver himself regulates the requesting of torque from the engine
  • cruise control driving The term pedal driving here and in this document comprises utilization of essentially all types of control system which are suited to regulating the torque demand, such as, for example, a gas pedal or a manual throttle device.
  • Figure 2 shows in schematic representation an example of a driving situation, a descent, where the present invention can be applied.
  • the invention can also be applied in other driving situations, for example in the event of a reduction in speed, which can occur on a flat road.
  • the driving situation in figure 2 will here be used to describe principles which are utilized by the invention.
  • Figure 3 shows an example of engine friction for a truck engine. It can here be seen that the negative torque corresponding to the engine friction F eng , which inhibits the motion of the vehicle, increases with increased rotation speed of the engine 101 (note that the y-axis has negative gradation in figure 3 ). Conversely, reduced rotation speed of the engine gives reduced force for the engine friction F eng , that is to say reduced negative torque, which is exploited by the present invention.
  • an upshift or coasting is applied by virtue of the fact that the highest applicable transmission mode is chosen if this gives a fuel saving essentially without adversely affecting the driving of the vehicle.
  • the transmission mode which is to be utilized after this downshift or this suspension can be chosen by selection of the highest applicable transmission mode.
  • An applicable/appropriate transmission mode is in this document a transmission mode which is usable, while the chosen highest applicable transmission mode constitutes a recommended transmission mode.
  • an upshift means that a higher possible gear position in the gearbox 103, in which this higher gear position is physical, that is to say constitutes one of the gears established by the gearbox, is chosen.
  • This higher gear position also means that the engine 101 operates at a lower engine speed.
  • Coasting means in this document that the engine 101 of the vehicle is disengaged from the drive wheels 110, 111 of the vehicle, i.e. that the drive train is opened.
  • This disengagement of the drive wheels 110, 111 from the engine 101 can be achieved, for example, by setting the gearbox 103 in a neutral position or by opening the clutch 106.
  • essentially no force is transmitted from the engine 101 to the drive wheels 110, 111 during the coasting.
  • Disengagement of the engine 101 from the drive wheels 110, 111 of the vehicle 100 when the vehicle 100 is in motion is thus referred to in this document as coasting, and can also be seen as a highest fictitious/imaginary gear position for the drive train.
  • An opening of the clutch and/or the neutral position for the gearbox can thus be seen as a highest fictitious/imaginary gear position for the drive train.
  • the drive train thus has a number of physical gear positions, for example twelve gear positions, implemented in the gearbox 103, as well as at least one extra fictitious gear position, which is higher than the physical gear positions in the gearbox and comprises opening of the clutch and/or engagement of neutral gear position in the gearbox 103.
  • An upshift according to the present invention causes a reduction in the forces acting against the motion of the vehicle, since the force for the engine friction F eng diminishes with diminishing engine speed, as is also shown in figure 3 .
  • An upshift can thus lower the fuel consumption by virtue of reduced resistance against the vehicle.
  • Coasting according to the present invention causes a considerable reduction in the forces acting against the motion of the vehicle, since the force for the engine friction F eng then diminishes to a value essentially equal to zero (0). To this end, coasting can considerably lower the fuel consumption by virtue of this reduced resistance against the vehicle. In certain cases of coasting, idling fuel would have to be supplied to the engine, however, to prevent this from stalling, while in other cases the engine can be allowed to stall.
  • the result is that, from a fuel aspect, it is often more advantageous to drive the vehicle with open drive train, that is to say in coasting mode, than with dragging, that is to say when the drive train is closed at the same time as the fuel supply to the engine 101 is shut off.
  • the reason for this is that the limited quantity of fuel which is required to keep the internal combustion engine running when the internal combustion engine is disengaged is counterbalanced by the fact that the vehicle can continue with disengaged internal combustion engine for a longer distance, for example after a downslope has been negotiated. This is due, inter alia, to the fact that the vehicle will reach a higher speed on, for example, the downslope when driven with disengaged internal combustion engine compared with when the vehicle is driven with closed drive train without fuel supply.
  • one or more future speed profiles v sim for the actual speed of the vehicle for a road section ahead of the vehicle are simulated.
  • the simulation is conducted such that it is based on the current position and situation of the vehicle and looks forward over the road section, wherein the simulation is made on the basis of a road slope for the road section and a transmission mode for the vehicle.
  • the simulation can be conducted in the vehicle at a predetermined frequency, such as for example at the frequency of 1 Hz, which means that a new simulation result is ready every second.
  • the road section for which the simulation is conducted comprises a predetermined section ahead of the vehicle, in which this, for example, can be 1 km long.
  • the road section can also be seen as a horizon ahead of the vehicle, for which the simulation is to be conducted.
  • the simulation can also be based on one or more of a driving method, a current actual vehicle speed, at least one engine characteristic, such as maximum and/or minimum engine torque, a vehicle weight, an air resistance, a rolling resistance, a gear ratio in the gearbox and/or the drive train, a wheel radius.
  • engine characteristic such as maximum and/or minimum engine torque, a vehicle weight, an air resistance, a rolling resistance, a gear ratio in the gearbox and/or the drive train, a wheel radius.
  • the road slope on which the simulations are based can be obtained in a number of different ways.
  • the road slope can be determined on the basis of map data, for example from digital maps comprising topographical information, in combination with positioning information, such as, for example GPS information (Global Positioning System). With the aid of the positioning information, the position of the vehicle in relation to the map data can be established, so that the road slope can be extracted from the map data.
  • GPS information Global Positioning System
  • map data and positioning information are utilized in the cruise control. Such systems can then provide map data and positioning information to the system for the present invention, the effect of which is that the added complexity for the determination of the road slope is minimized.
  • the road slope on which the simulations are based can be obtained by estimating the road slope encountered by the vehicle in the simulation instance.
  • This road slope for example on the basis of an engine torque in the vehicle, of an acceleration for the vehicle, on an accelerometer, on GPS information, on radar information, on camera information, on information from another vehicle, on positioning information and road slope information stored earlier in the vehicle, or on information obtained from a traffic system related to said road section.
  • road slope estimated by one vehicle can also be made available to other vehicles, either directly, or via an intermediate unit such as a database or the like.
  • a transmission mode can comprise, for example, coasting or a gear position for the gearbox 103 in the vehicle, in which the coasting can be achieved, for example, by opening of the clutch 106 or by engagement of a neutral gear.
  • a future speed profile v sim for the actual speed of the vehicle is simulated, for example, for a specific gear in the gearbox, for an open clutch, or for a neutral gear in the gearbox. More simulations can be conducted in parallel or sequentially, so that simulations for all relevant transmission modes are made before the simulations are evaluated and decisions taken as to which transmission mode shall be used.
  • each gear in the gearbox 103 there are parameters related to this gear, such as gear ratio, efficiency and maximally permitted torque.
  • One or more parameters can constitute input data for simulation of the future speed profile v sim for this gear.
  • one or more future speed profiles v sim for one or more gears in the gearbox, for an open clutch, and/or for neutral gear in the gearbox can be simulated, for example.
  • These one or more future speed profiles v sim will subsequently be evaluated when decisions are to be taken as to which transmission mode shall be used, as will be described in greater detail below.
  • the one or more future speed profiles v sim are compared with a lowest permitted speed v min , which an actual speed for the vehicle in a transmission mode should not fall below over the course of the road section.
  • the lowest permitted speed v min is thus different for different transmission modes.
  • the comparison is illustrated in schematic representation in figure 4 . If a simulated future speed profile v sim related to a certain transmission mode is greater than the lowest permitted speed v min throughout the first time period T 12 , then this transmission mode is deemed applicable. That a transmission mode is applicable signifies in this document that the transmission mode is considered usable and that this transmission mode shall form one of the transmission modes from which the transmission mode to be subsequently used will be chosen.
  • the first time period T 12 extends from a first moment T 1 , which for the algorithm often constitutes a current moment and at which at least one simulation is conducted, to a second, later moment T 2 .
  • the first time period T 12 can be different for different gears/transmission modes and can be dynamic and dependent on the vehicle specification.
  • the second moment T 2 is chosen such that the first time period T 12 corresponds to a smallest/shortest permitted time period for which a gear should be utilized in order to avoid inconsistent gearshift.
  • Inconsistent gearshift here comprises shifts between different gears/transmission modes at relatively high frequency.
  • the first time period T 12 has a length which ensures that the driver is not subjected to unnecessarily frequent and irritating gearshift.
  • the eagerness for drivers to utilize the system according to the invention hereby increases, since it only deems gears to be applicable if they are suitable throughout the first time period T 12 , that is to say that they can only be deemed applicable if they can be utilized throughout the first time period T 12 , whereby jerky gearshift is avoided.
  • FIG 4 In the non-limiting example in figure 4 is shown an illustration of a simulated future speed profile v sim which is greater than the lowest permitted speed v min throughout the first time period T 12 , with the result that the transmission mode on which this simulated future speed profile v sim is based will be deemed to be applicable. If, for example, this simulated future speed profile v sim is here based on the transmission mode for the utilization of a twelfth gear in the gearbox 103 then the twelfth gear will thus be deemed to be applicable if the simulated future speed profile v sim has this appearance.
  • a simulated future speed profile v sim which is based on the transmission mode for opening of the clutch and has this appearance would result in coasting by virtue of an opened clutch being deemed to be applicable
  • a simulated future speed profile v sim which is based on the transmission mode for neutral gear and has this appearance would result in coasting with neutral gear being deemed to be applicable.
  • Figure 5 shows a flowchart for the method according to the present invention.
  • a first step 501 of the method one or more simulations of future speed profiles v sim are conducted for the road section ahead of the vehicle 100, in which the simulation for each of the at least one future speed profile v sim is based on a road slope and on a transmission mode for the vehicle.
  • one or more simulations for gears in the gearbox 103, for open clutch 106, and/or for neutral gear position in the gearbox 103 can thus here be conducted.
  • account is also taken in the simulations of an adopted driving method, in which this driving method can comprise one or more of cruise control driving, driving with drag torque, driving according to an arbitrary torque profile, and gas pedal driving.
  • the simulation can also take account of one or more vehicle parameters, such as, for example, the weight of the vehicle.
  • a transmission mode is here deemed applicable if its related simulated future speed profile v sim is greater than the above described lowest permitted speed v min throughout the first time period T 12 , which extends from the first moment T 1 , when the simulations are conducted, to the second, later moment T 2 .
  • the second moment T 2 here constitutes a moment such that the first time period T 12 corresponds to a smallest permitted time period for which a transmission mode should be utilized after the simulation in order that inconsistent gearshift shall be avoided.
  • a transmission mode is then chosen on the basis of the evaluation in the second method step 502.
  • a transmission mode which has been deemed applicable in the second method step 502 is chosen here.
  • a transmission mode for coasting if some such has been deemed to be applicable, is chosen here. Otherwise, a transmission mode for the highest gear position which has been deemed to be applicable is chosen.
  • the choice of the transmission mode to be utilized in the vehicle is made, according to one embodiment, by the control system itself. According to another embodiment, the control system presents the suitable transmission mode to the driver with the aid of a display unit, whereafter the driver has an opportunity to choose whether the presented transmission mode shall be utilized or not.
  • the present invention basing the choice of transmission mode to be utilized in the vehicle 100 on one or more simulations of future speed profiles v sim , a factually informed choice of transmission mode can be made.
  • it is also possible to ensure that repeated upshifts and/or downshifts are not made, since the simulations are made over a longer time period.
  • Previously known solutions have been based on the situation at the precise point when decisions have been taken, which has often led to upshifts and/or downshifts having been made in different sequences. Such sequences of upshifts and/or downshifts are perceived as very disturbing by a driver of the vehicle.
  • the present invention thus provides a transmission mode control system which is perceived as continuous and intuitively comprehensible for the driver. Hence the use of the function will increase and thereby reduces a total fuel consumption for the vehicle.
  • a gear position for a gearbox 103 is incorporated in a transmission mode.
  • the evaluation of the transmission mode here therefore comprises an evaluation of whether an upshift to a possibly higher gear position is applicable.
  • a possibly higher gear position can here constitute essentially any gear whatsoever in the gearbox 103 apart from its lowest gear, in which this gear is usable at the actual speed of the vehicle and/or at an actual requested engine torque.
  • the invention is especially applicable for the higher gears in the gearbox 103, and especially its highest gear, for example a twelfth gear if the gearbox 103 has a total of twelve gears for the forward drive of the vehicle 100.
  • At least one simulation of a future speed profile v sim for at least one gear in the gearbox 103 is thus conducted, which simulation is then evaluated in order to decide whether each of these future speed profiles v sim are applicable or not.
  • the gears which have been deemed to be applicable that which has the lowest engine speed is then chosen.
  • the transmission mode is chosen for the highest gear which has been deemed to be applicable in the evaluation.
  • coasting is incorporated in one or more transmission modes.
  • the evaluation therefore here comprises an evaluation of whether coasting is applicable or not, in which the engine of the vehicle is assumed to be idling during the coasting.
  • the one or more simulated future speed profiles v sim apart from being compared with the lowest permitted speed v min , shall also be compared with a highest permitted speed v max , which an actual speed for a vehicle 100 should not exceed.
  • a transmission mode for coasting comprises a state for the clutch 106.
  • the evaluation of this transmission mode in this case comprises an evaluation of whether coasting by opening of the clutch 106 is deemed to be applicable. Hence coasting can thus be achieved by an open clutch if this is considered applicable. Opening the clutch 106 can also be seen as a fictitious/imaginary highest gear for the drive train. The choice of an open clutch can then be seen as selection of the gear which gives the lowest speed for the engine 101.
  • a transmission mode for coasting comprises a neutral gear position for the gearbox 103.
  • the evaluation of this transmission mode in this case comprises an evaluation of whether coasting by a gearshift into this neutral gear position is deemed to be applicable. Hence coasting can thus be achieved by a neutral gear if this is considered applicable.
  • Utilization of the neutral gear position can also be seen as a fictitious highest gear for the gearbox 103. The choice of neutral gear position can then be seen as selection of the gear which gives the lowest speed for the engine 101.
  • only one of the types of coasting is evaluated for a specific vehicle.
  • only one of open clutch and neutral gear position will then be evaluated.
  • a very fuel-efficient driving of the vehicle can thus be achieved by utilization of an open clutch or neutral gear position if this is suitable for the road section ahead of the vehicle.
  • the at least one simulated future speed profile v sim comprises a simulated future speed profile v sim-coast related to coasting, wherein the evaluation comprises a comparison of the simulated future speed profile v sim_coast for coasting with the highest permitted speed v max in a manner such as has been described above. If the simulated future speed profile v sim _ coast for coasting is less than the highest permitted speed v max throughout the first time period T 12 , as it is in the non-limiting example in figure 4 , coasting is deemed an applicable transmission mode.
  • FIG. 6 shows in schematic representation a non-limiting example of an embodiment of the present invention.
  • the at least one simulated future speed profile v sim here comprises the simulated future speed profile v sim_coast for coasting and the evaluation compares the simulated future speed profile v sim_coast for coasting with the highest permitted speed v max .
  • coasting is deemed applicable if the simulated future speed profile v sim_coast for coasting is less than the highest permitted speed v max throughout the second time period T 13 .
  • This second time period T 13 is longer than the first time period T 12 and extends from the first moment T 1 to a third moment T 3 .
  • the third moment T 3 is here related to the moment when the simulated speed profile v sim_coast for coasting falls below the lowest permitted speed v min , that is to say when the simulated speed profile v sim_coast for coasting crosses the lowest permitted speed v min . If the simulated future speed profile v sim _ coast for coasting does not cross the lowest permitted speed v min over the course of the road section, the third moment T 3 is set to a moment which corresponds to the end of the road section. In the example shown in figure 6 , the transmission mode for coasting would thus be deemed applicable.
  • Figure 7 shows in schematic representation a non-limiting example of an embodiment of the present invention.
  • the at least one simulated future speed profile v sim comprises a simulated future speed profile v sim_coast related to coasting.
  • the evaluation here comprises a comparison of a simulated future speed profile v sim_HighGear related to a highest possible gear position for the gearbox 103 with the highest permitted speed v max .
  • the speed profile v sim_HighGear for the highest possible gear position can here be related to essentially any one whatsoever of the higher gears in the gearbox 103, for example the highest gear of the gearbox.
  • the second time period T 13 is here defined as has been described above, i.e. as longer than the first time period T 12 and as running from the first moment T 1 to the third moment T 3 when the speed profile v sim _ coast for coasting falls below the lowest permitted speed v min , alternatively when the road section ends if the speed profile v sim_coast does not cross the lowest permitted speed v min over the course of the road section.
  • the evaluation is based on the future speed profile v sim_HighGear for the highest possible gear position by virtue of the fact that coasting is deemed applicable if the future speed profile v sim-HighGear for the highest possible gear position is less than the highest permitted speed v max throughout the second time period T 13 .
  • the future speed profile v sim _ HighGear for the highest possible gear position is less than the highest permitted speed v max throughout the second time period T 13 , it means that there is scope for coasting at least for a time, which this embodiment exploits. The result is that the time for which coasting can be utilized is prolonged as much as possible, which is advantageous as it lowers the total fuel consumption of the vehicle. If the future speed profile v sim _ HighGear for the highest possible gear position exceeds the highest permitted speed v max in a later simulation, it is an indication that coasting can no longer be utilized.
  • Figure 8 shows in schematic representation a non-limiting example of an embodiment of the present invention.
  • the at least one simulated future speed profile v sim comprises a simulated future combined speed profile v sim_mix , which is made up of a simulation related to coasting during the first time period T 12 and, thereafter, a simulation over the rest of the road section, which is related to a highest possible gear position.
  • the evaluation comprises a comparison of the simulated combined speed profile v sim_mix with the highest permitted speed v max , wherein coasting is deemed applicable if the simulated future combined speed profile v sim_mix is less than the highest permitted speed v max throughout the second time period T 13 , which is longer than the first time period T 12 and extends from the first moment T 1 to the third moment T 3 .
  • the third moment T 3 is when the simulated combined speed profile v sim_mix falls below the lowest permitted speed v min , or when the road section ends if the speed profile v sim_mix does not cross the lowest permitted speed v min over the course of the road section. In the example shown in figure 8 , coasting would thus be deemed to be applicable.
  • this combined speed profile v sim_mix corresponds to a likely real appearance of the actual speed v act of the vehicle over the course of the road section. This corresponds to sequences of upshifts and/or downshifts which can be perceived as irritating for the driver.
  • the embodiment can be even more computing efficient than the embodiments which utilize two simulations, for example the above-stated embodiment which utilizes the simulated future speed profile v sim HighGear related to the highest possible gear position, since only one simulation is required here.
  • Figure 9 shows in schematic representation a non-limiting example of an embodiment of the present invention.
  • a further lowest permitted speed v lim which is higher than, that is to say has a greater value than, the above-defined lowest permitted speed v min , is introduced.
  • the at least one simulated future speed profile v sim is compared with this further lowest permitted speed v lim .
  • a transmission mode is here deemed applicable if a highest value v sim_max for the speed profile v sim exceeds the further lowest permitted speed v lim at least once during a third time period T 43
  • the third time period T 43 extends from a fourth moment T 4 to the third moment T 3 , in which the speed profile v sim falls below the lowest permitted speed v min at the third moment T 3 .
  • the utilization of this further lowest permitted speed v lim in the evaluation can be applied in comparisons with all simulated future speed profiles v sim described in this document, such as for the simulated speed profile v sim_coast for coasting, for the simulated speed profile v sim _ HighGear for the highest possible gear position, and for the simulated future combined speed profile V sim_mix .
  • a transmission mode for coasting is in this case chosen if any one transmission mode for coasting has been deemed to be applicable. If no transmission mode for coasting has been deemed to be applicable, but one or more transmission modes for gear positions have been deemed to be applicable, a transmission mode for the highest of these applicable gear positions is chosen. As has been described above, the transmission modes for coasting can be seen as fictitious highest gear positions for the gearbox and/or the drive train, wherein the choice of transmission mode can be seen as a choice of the highest gear position which has been deemed applicable.
  • one of the ways of achieving coasting is analyzed for each vehicle.
  • different ways of achieving coasting can be analyzed for different vehicles.
  • the magnitude of the lowest permitted speed v min is related to a current actual speed v act for the vehicle.
  • the magnitude of the highest permitted speed v max is related to a downhill speed control velocity v dhsc for the vehicle.
  • the lowest permitted speed v min and/or the highest permitted speed v max can be altered dynamically and can have different values for different transmission modes.
  • the magnitude of the lowest permitted speed v min can be determined at least partially on the basis of information related to a cruise control system in said vehicle, for example on the basis of a set speed v set , that is to say a driver-selected speed, for a cruise control system, or on the basis of a reference speed v ref , which is utilized by said cruise control system to control a speed regulator.
  • the determination of the lowest permitted speed v min can also be carried out by the cruise control system and made available to the system for the present invention.
  • the system according to the present invention is integrated at least partially with cruise control logic of a cruise control system in the vehicle.
  • the lowest permitted speed v min can then be controlled by the cruise control logic of the vehicle.
  • an intelligent cruise control lowers the vehicle speed in advance of descents, since the vehicle will anyway accelerate during the descent.
  • the cruise control can also initiate a lowering of the lowest permitted speed v min and thereby prolong the time in coasting mode and/or in the highest possible gear for the vehicle.
  • This lowering of the lowest permitted speed v min can be achieved, for example, if the lowest permitted speed v min is related to the reference speed v ref , which is the target value which is lowered by the cruise control in the face of descents, wherein the regulation of the lowest permitted speed v min is obtained automatically.
  • the lowest permitted speed v min can constitute a percentage of the reference speed v ref .
  • the speed limit values which are utilized by the present invention can generally be determined on the basis of a number of different methods.
  • these limit values can be fed in by the driver, constitute a percentage of an actual speed v act for the vehicle, constitute a percentage of a set speed v set for a cruise control system in the vehicle and/or be based on historical driving of the vehicle.
  • the historical driving can be taken into account, for example, through the use of an adaptive algorithm which is updated during the progress of the vehicle.
  • road slope can be determined on the basis of map data and positioning information. If such data are not available, the simulations can be based on estimates of the road slope encountered by the vehicle in the simulation instance. This places greater demands on the magnitude of the lowest permitted speed v min , the highest permitted speed v max , and/or the further lowest permitted speed v lim , since the simulations are less exact and more divergent in magnitude. Moreover, according to one embodiment of the invention, the length of the horizon, that is to say the road section, can be shortened in order to counter these variations.
  • One advantage of simulating future speed profiles on the basis of current slope is that the same algorithm can be used both for roads and vehicles in which there is no access to future road slope and for roads and vehicles in which there is access to future road slope.
  • the simulation makes use of speed-dependent terms, such as, for example, air resistance and engine torque, so that a good estimate of how the vehicle will behave from this point forward is obtained even without knowledge of the future road slope.
  • control system of the transmission comprises a return to a lower gear position and/or return from coasting if one or more of the conditions are met from within the group:
  • a method for choosing a transmission mode according to the present invention can also be implemented in a computer program, which, when it is executed in a computer, instructs the computer to execute the method.
  • the computer program is usually constituted by a computer program product 1003 stored on a digital storage medium, in which the computer program is incorporated in the computer-readable medium of the computer program product.
  • Said computer-readable medium consists of a suitable memory, such as, for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk unit, etc.
  • FIG 10 shows in schematic representation a control unit 1000.
  • the control unit 1000 comprises a computing unit 1001, which can be constituted by essentially any suitable type of processor or microcomputer, for example a circuit for digital signal processing (Digital Signal Processor, DSP), or a circuit having a predetermined specific function (Application Specific Integrated Circuit, ASIC).
  • the computing unit 1001 is connected to a memory unit 1002 arranged in the control unit 1000, which memory unit provides the computing unit 1001 with, for example, the stored program code and/or the stored data which the computing unit 1001 requires to be able to perform computations.
  • the computing unit 1001 is also arranged to store partial or final results of computations in the memory unit 1002.
  • control unit 1000 is provided with devices 1011, 1012, 1013, 1014 for receiving and transmitting input and output signals.
  • These input and output signals can contain waveforms, impulses, or other attributes which, by the devices 1011, 1013 for the reception of input signals, can be detected as information and can be converted into signals which can be processed by the computing unit 1001. These signals are then made available to the computing unit 1001.
  • the devices 1012, 1014 for the transmission of output signals are arranged to convert signals received from the computing unit 1001 in order to create output signals by, for example, modulating the signals, which can be transmitted to other parts of and/or systems in the vehicle.
  • Each of the connections to the devices for receiving and transmitting input and output signals can be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or some other bus configuration; or by a wireless connection.
  • a data bus such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or some other bus configuration
  • a wireless connection such as a Wi-Fi connection
  • CAN bus Controller Area Network bus
  • MOST bus Media Orientated Systems Transport bus
  • the above-stated computer can be constituted by the computing unit 1001 and that the above-stated memory can be constituted by the memory unit 1002.
  • Control systems in modern vehicles commonly consist of communication bus systems consisting of one or more communication buses for linking a number of electronic control units (ECU's), or controllers, and various components located on the vehicle.
  • ECU's electronice control units
  • Such a control system can comprise a large number of control units and the responsibility for a specific function can be divided amongst more than one control unit.
  • Vehicles of the shown type thus often comprise significantly more control units than are shown in figure 10 , which is well known to the person skilled in the art within the technical field.
  • the present invention is implemented in the control unit 1000.
  • the invention can also, however, be implemented wholly or partially in one or more other control units already present in the vehicle, or in some control unit dedicated to the present invention.
  • a system for choosing a transmission mode in a vehicle comprises a simulation unit, arranged to simulate at least one future speed profile v sim for an actual speed for the vehicle over the course of the road section.
  • the simulation unit is designed to conduct simulation when the road section lies ahead of the vehicle and to base the simulation of each of the at least one future speed profiles v sim on a road slope and on a transmission mode for said vehicle.
  • the system also comprises an evaluation unit, which is arranged to evaluate an applicability of a transmission mode, wherein the transmission mode for each of the at least one simulated future speed profiles v sim is deemed applicable if each of the at least one simulated future speed profiles v sim is greater than the lowest permitted speed v min throughout the first time period T 12 , which extends from a first moment T 1 , when the at least one simulation is conducted, to a second, later moment T 2 .
  • the second moment T 2 constitutes a moment such that the first time period T 12 corresponds to a smallest permitted time period for which a transmission mode should be utilized after the simulation in order that inconsistent gearshift shall be avoided.
  • the system also comprises a utilization unit, which is arranged to utilize the evaluation conducted by the evaluation unit in order to choose a transmission mode for the vehicle.
  • the transmission mode to be used by the vehicle is chosen by the control system.
  • the utilization unit comprises a display unit.
  • This display unit is arranged to present a transmission mode for coasting if coasting has been deemed to be applicable, and otherwise a transmission mode for the highest gear position which has been deemed to be applicable. The decision as to which transmission mode shall be used by the driver is thus taken here.
  • the display unit is preferably arranged integrated with, or adjacent to, a user interface in the vehicle, with the result that the display of a suitable transmission mode for use is clearly visible to the driver.
  • the display of the indicators can have a number of different designs.
  • the display is constituted by one or more of indicators for transmission modes, such as signs, numerals, letters, symbols, patterns, figures, colors, animations, and sound.
  • the system that is to say the simulation unit, the evaluation unit, the utilization unit, and for certain embodiments the display unit, is designed to be able to realize all the above-described embodiments of the method according to the present invention.
  • the invention additionally relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system for choosing a transmission mode according to the invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Transmission Device (AREA)

Claims (32)

  1. Procédé pour choisir un mode de transmission dans un véhicule (100) au cours d'une section de route, dans lequel une vitesse la plus basse admissible Vmin, qu'une vitesse effective pour ledit véhicule (100) devrait dépasser, est définie pour ladite section de route ; le procédé comprenant :
    - une simulation d'au moins un profil de vitesse futur Vsim pour une vitesse effective pour ledit véhicule (100) au cours de ladite section de route, dans lequel ladite simulation est effectuée lorsque ladite section de route se trouve en avant dudit véhicule (100), et dans lequel ladite simulation de chacun desdits au moins un profil de vitesse futur Vsim est fonction d'une pente de route et d'un mode de transmission pour ledit véhicule ;
    - une évaluation d'une applicabilité pour un mode de transmission, dans lequel ledit mode de transmission pour ledit au moins un profil de vitesse futur Vsim respectif est estimé comme applicable si ledit au moins un profil de vitesse futur Vsim respectif est supérieur à ladite vitesse la plus basse admissible Vmin tout au long d'une première période de temps T12, qui s'étend depuis un premier moment T1, lorsque ladite au moins une simulation est effectuée, jusqu'à un deuxième moment ultérieur T2, dans lequel ledit deuxième moment T2 constitue un moment tel que ladite première période de temps T12 correspond à une plus petite période de temps admissible pendant laquelle un mode de transmission devrait être utilisé après ladite simulation ; et
    - l'utilisation de ladite évaluation dans ledit choix d'un mode de transmission, dans lequel :
    - ledit mode de transmission évalué comprend une marche sur l'erre dudit véhicule (100) ; et
    - ladite évaluation comprend une comparaison dudit au moins un profil de vitesse futur Vsim à une vitesse la plus haute admissible Vmax, en dessous de laquelle une vitesse effective pour ledit véhicule (100) devrait être maintenue,
    caractérisé en ce que :
    - ledit au moins un profil de vitesse futur Vsim comprend un profil de vitesse futur simulé Vsim_coast associé à la marche sur l'erre ; et
    - ladite évaluation comprend une comparaison d'un profil de vitesse futur simulé Vsim_HighGear associé à une position de rapport de vitesse la plus élevée possible pour une boîte de vitesses (103) dans ledit véhicule (100) avec ladite vitesse supérieure admissible Vmax ; et
    - la marche sur l'erre est estimée comme étant applicable si ledit profil de vitesse futur Vsim_HighGear associé à une position de rapport de vitesse la plus élevée possible est inférieur à ladite vitesse la plus haute admissible Vmax tout au long d'une deuxième période de temps T13, dans lequel ladite deuxième période de temps T13 est plus longue que ladite première période de temps T12 et s'étend depuis ledit premier moment T1 jusqu'à un troisième moment T3, lorsque ledit profil de vitesse futur Vsim_coast associé à la marche sur l'erre chute en dessous de ladite vitesse la plus basse admissible Vmin.
  2. Procédé selon la revendication 1, dans lequel :
    - ledit mode de transmission pour la marche sur l'erre comprend un état pour un embrayage (106) dans ledit véhicule (100) ; et
    - ladite évaluation dudit mode de transmission comprend une évaluation du fait qu'une marche sur l'erre par une ouverture dudit embrayage (106) est estimée comme étant applicable.
  3. Procédé selon la revendication 1, dans lequel :
    - ledit mode de transmission pour la marche sur l'erre comprend une position de point mort pour une boîte de vitesses (103) dans ledit véhicule (100) ; et
    - ladite évaluation dudit mode de transmission comprend une évaluation du fait que la marche sur l'erre par un changement de vitesses dans ladite position de point mort est estimée comme étant applicable.
  4. Procédé selon l'une des revendications 1 à 3, dans lequel :
    - ledit au moins un profil de vitesse futur Vsim comprend un profil de vitesse futur simulé Vsim_coast associé à la marche sur l'erre ;
    - ladite évaluation comprend une comparaison dudit profil de vitesse futur Vsim_coast associé à la marche sur l'erre et de ladite vitesse la plus haute admissible Vmax ; et
    - la marche sur l'erre est estimée comme étant applicable si ledit profil de vitesse futur Vsim_coast associé à la marche sur l'erre est inférieur à ladite vitesse la plus haute admissible Vmax tout au long de ladite première période de temps T12.
  5. Procédé selon l'une quelconque des revendications 1 à 3, dans lequel :
    - ledit au moins un profil de vitesse futur Vsim comprend un profil de vitesse futur simulé Vsim_coast associé à la marche sur l'erre ;
    - ladite évaluation comprend une comparaison dudit profil de vitesse futur Vsim_coast associé à la marche sur l'erre et de ladite vitesse la plus haute admissible Vmax ; et
    - la marche sur l'erre est estimée comme étant applicable si ledit profil de vitesse futur Vsim_coast associé à la marche sur l'erre est inférieur à ladite vitesse la plus haute admissible Vmax tout au long d'une deuxième période de temps T13, dans lequel ladite deuxième période de temps T13 est plus longue que ladite première période de temps T12 et s'étend depuis le premier moment T1 jusqu'à un troisième moment T3, lorsque ledit profil de vitesse futur Vsim_coast associé à la marche sur l'erre chute en dessous de ladite vitesse la plus basse admissible Vmin.
  6. Procédé selon l'une quelconque des revendications 1 à 3, dans lequel :
    - ledit au moins un profil de vitesse futur Vsim comprend un profil de vitesse combiné futur simulé Vsim_mix ; et
    - ladite évaluation comprend une comparaison dudit profil de vitesse combiné futur Vsim_mix et de ladite vitesse la plus haute admissible Vmax, dans lequel ledit profil de vitesse combiné futur Vsim_mix est simulé en fonction d'une marche sur l'erre durant ladite première période de temps T12, puis est ensuite simulé en fonction d'une position de rapport de vitesse la plus élevée possible pour le reste de ladite section de route ; et
    - la marche sur l'erre est estimée comme étant applicable si ledit profil de vitesse combiné futur Vsim_mix est inférieur à ladite vitesse la plus haute admissible Vmax tout au long d'une deuxième période de temps T13, dans lequel ladite deuxième période de temps T13 est plus longue que ladite première période de temps T12 et s'étend depuis ledit premier moment T1 jusqu'à un troisième moment T3, lorsque ledit profil de vitesse combiné futur Vsim_mix chute en dessous de ladite vitesse la plus basse admissible Vmin.
  7. Procédé selon l'une quelconque des revendications 5 à 6, dans lequel ledit troisième moment T3 correspond à une fin de ladite section de route si ledit profil de vitesse futur Vsim est supérieur à ladite vitesse la plus basse admissible Vmin tout au long de la section de route.
  8. Procédé selon l'une quelconque des revendications 1 à 7, dans lequel une grandeur pour ladite vitesse la plus haute admissible Vmax est liée à une vitesse de commande de vitesse de pente descendante Vdhsc pour ledit véhicule (100).
  9. Procédé selon l'une quelconque des revendications 1 à 8, dans lequel une grandeur pour ladite vitesse la plus haute admissible Vmax est altérée de façon dynamique.
  10. Procédé selon l'une quelconque des revendications 1 à 9, dans lequel une grandeur pour ladite vitesse la plus haute admissible Vmax a des valeurs différentes pour des modes de transmission différents.
  11. Procédé selon la revendication 1, dans lequel :
    - ledit mode de transmission évalué comprend une position de rapport de vitesse pour une boîte de vitesses (103) dans ledit véhicule (100) ; et
    - ladite évaluation dudit mode de transmission comprend une évaluation du fait que ledit mode de transmission est estimé comme étant applicable.
  12. Procédé selon la revendication 11, dans lequel ladite évaluation dudit mode de transmission constitue une évaluation du mode de transmission qui peut être choisi parmi le groupe comprenant :
    - un passage à une vitesse supérieure ;
    - une rétrogradation ; et
    - une suspension d'une marche sur l'erre.
  13. Procédé selon l'une quelconque des revendications 1 à 12, dans lequel :
    - ladite évaluation comprend une comparaison dudit au moins un profil de vitesse futur Vsim et d'une autre vitesse la plus basse admissible Vlim, dans lequel ladite autre vitesse la plus basse admissible Vlim est supérieure à ladite vitesse la plus basse admissible Vmin ; et
    - un mode de transmission est estimé comme étant applicable si une valeur supérieure Vsim_max pour ledit profil de vitesse futur dépasse ladite autre vitesse la plus basse admissible Vlim durant une troisième période de temps T43, dans lequel ladite troisième période de temps T43 s'étend depuis un quatrième moment T4 jusqu'à un troisième moment T3, lorsque ledit profil de vitesse futur Vsim chute en dessous de ladite vitesse la plus basse admissible Vmin, ledit quatrième moment T4 correspondant à un moment parmi le groupe comprenant :
    - ledit premier moment T1 ;
    - un temps prédéterminé après ledit premier moment T1 ; et
    - un moment où une dérivée pour ledit profil de vitesse futur Vsim pour le premier temps est positive.
  14. Procédé selon l'une quelconque des revendications 1 à 13, dans lequel ledit choix d'un mode de transmission est réalisé par le fait qu'une unité de commande (700) dans ledit véhicule choisit :
    - un mode de transmission pour la marche sur l'erre si la marche sur l'erre a été estimée comme étant applicable ; et, sinon
    - un mode de transmission pour la position de rapport de vitesse la plus élevée qui a été estimée comme étant applicable.
  15. Procédé selon l'une quelconque des revendications 1 à 13, dans lequel ledit choix d'un mode de transmission comprend le choix par une unité de commande (700) dans ledit véhicule de la présentation à un conducteur dudit véhicule (100) :
    - d'un mode de transmission pour la marche sur l'erre si la marche sur l'erre a été estimée comme étant applicable ; et, sinon
    - d'un mode de transmission pour la position de rapport de vitesse la plus élevée qui a été estimée comme étant applicable.
  16. Procédé selon l'une quelconque des revendications 1 à 15, dans lequel une grandeur pour ladite vitesse la plus basse admissible Vmin est déterminée au moins partiellement en fonction d'une information associée à un système de commande de vitesse de croisière dans ledit véhicule (100).
  17. Procédé selon la revendication 16, dans lequel ladite détermination de ladite grandeur pour ladite vitesse la plus basse admissible Vmin est réalisée par ledit système de commande de vitesse de croisière.
  18. Procédé selon l'une quelconque des revendications 16 à 17, dans lequel ladite grandeur pour ladite vitesse la plus basse admissible Vmin est associée à une vitesse de référence Vref qui est utilisée par ledit système de commande de vitesse de croisière.
  19. Procédé selon l'une quelconque des revendications 1 à 15, dans lequel une grandeur pour ladite vitesse la plus basse admissible Vmin est associée à une vitesse effective actuelle Vact pour ledit véhicule (100).
  20. Procédé selon l'une quelconque des revendications 1 à 15, dans lequel une grandeur pour ladite vitesse la plus basse admissible Vmin est altérée de façon dynamique.
  21. Procédé selon l'une quelconque des revendications 1 à 15, dans lequel une grandeur pour ladite vitesse la plus basse admissible Vmin a des valeurs différentes pour des modes de transmission différents.
  22. Procédé selon l'une quelconque des revendications 1 à 21, dans lequel ledit choix dudit mode de transmission est utilisé dans la demande manuelle de couple à partir d'un moteur (101) dans ledit véhicule (100).
  23. Procédé selon l'une quelconque des revendications 1 à 22, dans lequel ladite pente de route est obtenue à partir de données de carte en combinaison avec une information de localisation.
  24. Procédé selon l'une quelconque des revendications 1 à 23, dans lequel ladite pente de route est fournie par un système de commande de vitesse de croisière qui utilise des données de carte et une information de localisation pour commander la vitesse.
  25. Procédé selon l'une quelconque des revendications 1 à 22, dans lequel ladite pente de route correspond à une pente de route rencontrée par ledit véhicule (100) essentiellement audit premier moment T1.
  26. Procédé selon l'une quelconque des revendications 1 à 22, dans lequel ladite pente de route a été déterminée en fonction d'un quelconque type d'information parmi le groupe comprenant :
    - une information basée sur un radar ;
    - une information basée sur une caméra ;
    - une information obtenue à partir d'un véhicule autre que ledit véhicule (100) ;
    - une information de localisation mémorisée précédemment dans le véhicule (100) ; et
    - une information obtenue à partir d'un système de trafic associé à ladite section de route.
  27. Procédé selon l'une quelconque des revendications 1 à 26, dans lequel ladite simulation de chacun desdits au moins un profil de vitesse futur Vsim est basée sur un procédé de conduite parmi le groupe comprenant :
    - une conduite par commande de vitesse de croisière ;
    - une conduite avec couple de traînée ;
    - une marche sur l'erre ;
    - une conduite avec un couple maximal ;
    - une conduite en fonction d'un profil de couple arbitraire ; et
    - une conduite par pédales.
  28. Procédé selon l'une quelconque des revendications 1 à 27, dans lequel ledit choix dudit mode de transmission comprend un retour à une position de rapport de vitesse inférieure et/ou un retour à partir d'une marche sur l'erre si l'une ou plusieurs des conditions sont satisfaites parmi le groupe comprenant :
    - une activation d'un système de freinage dans ledit véhicule ;
    - une chute en dessous d'une valeur de seuil pour une pression d'air dans un système de freinage dans ledit véhicule (100) ;
    - un enfoncement, supérieur à une valeur de seuil, d'une pédale d'accélérateur dans ledit véhicule (100) ;
    - un dépassement d'une valeur de seuil pour un couple moteur demandé dans ledit véhicule (100) ;
    - un dépassement d'une valeur de seuil pour une vitesse de véhicule effective ;
    - une chute en dessous d'une valeur de seuil pour une vitesse de véhicule effective ;
    - une chute en dessous d'une valeur de seuil pour un temps restant simulé jusqu'à une rétrogradation ;
    - une chute en dessous d'une valeur de seuil pour un temps restant simulé jusqu'à une suspension de marche sur l'erre ;
    - une demande de couple de traînée par une commande de vitesse de croisière dans ledit véhicule (100) ;
    - une défaillance de moteur d'un moteur (103) dans ledit véhicule (100) ;
    - le fait que ladite position de rapport de vitesse inférieure provoque le dépassement d'une vitesse la plus haute admissible Vmax pour la section de route ; et
    - le fait qu'une période de temps Tappl pour laquelle un mode de transmission actuel est considéré comme étant applicable est plus courte qu'une période de seuil Tlim.
  29. Programme informatique comprenant un code de programme qui, lorsque ledit code de programme est exécuté dans un ordinateur, ordonne audit ordinateur d'exécuter le procédé selon l'une quelconque des revendications 1 à 28.
  30. Produit de programme informatique comprenant un support lisible par ordinateur et un programme informatique selon la revendication 29, dans lequel ledit programme informatique est incorporé dans ledit support lisible par ordinateur.
  31. Système pour choisir un mode de transmission dans un véhicule (100) au cours d'une section de route, dans lequel une vitesse la plus basse admissible Vmin, qu'une vitesse effective pour ledit véhicule (100) devrait dépasser, est définie pour ladite section de route ; le système comprenant :
    - une unité de simulation, configurée de façon à simuler au moins un profil de vitesse futur Vsim pour une vitesse effective pour ledit véhicule (100) au cours de ladite section de route, dans lequel ladite simulation est effectuée lorsque ladite section de route se trouve en avant dudit véhicule (100), et dans lequel ladite simulation de chacun desdits au moins un profil de vitesse futur Vsim est fonction d'une pente de route et d'un mode de transmission pour ledit véhicule (100) ;
    - une unité d'évaluation, configurée de façon à évaluer une applicabilité d'un mode de transmission comprenant une marche sur l'erre, ladite évaluation comprenant une comparaison dudit au moins un profil de vitesse futur Vsim à une vitesse la plus haute admissible Vmax, en dessous de laquelle une vitesse effective pour ledit véhicule (100) devrait être maintenue, dans lequel ledit mode de transmission pour ledit au moins un profil de vitesse futur respectif Vsim est estimé comme applicable si ledit au moins un profil de vitesse futur respectif Vsim est supérieur à ladite vitesse la plus basse admissible Vmin tout au long d'une première période de temps T12, qui s'étend depuis un premier moment T1, lorsque ladite au moins une simulation est effectuée, jusqu'à un deuxième moment ultérieur T2 ; et
    - une unité d'utilisation, configurée de façon à utiliser ladite évaluation dans ledit choix d'un mode de transmission,
    caractérisé en ce que :
    - ledit au moins un profil de vitesse futur Vsim comprend un profil de vitesse futur simulé Vsim_coast associé à la marche sur l'erre ; et
    - ladite unité d'évaluation est de plus adaptée de façon à comparer un profil de vitesse futur simulé Vsim_HighGear associé à une position de rapport de vitesse la plus élevée possible pour une boîte de vitesses (103) dans ledit véhicule (100) avec ladite vitesse la plus haute admissible Vmax ; et
    - il est déterminé que la marche sur l'erre est applicable si ledit profil de vitesse futur Vsim_HighGear associé à une position de rapport de vitesse la plus élevée possible est inférieur à ladite vitesse la plus haute admissible Vmax tout au long d'une deuxième période de temps T13, dans lequel ladite deuxième période de temps T13 est plus longue que ladite première période de temps T12 et s'étend depuis ledit premier moment T1 jusqu'à un troisième moment T3, lorsque ledit profil de vitesse futur Vsim_coast associé à la marche sur l'erre chute en dessous de ladite vitesse la plus basse admissible Vmin.
  32. Système selon la revendication 31, caractérisé en ce que ladite unité d'utilisation comprend une unité d'affichage agencée de façon à présenter à un conducteur dudit véhicule (100) :
    - un mode de transmission pour la marche sur l'erre si la marche sur l'erre a été estimée comme étant applicable ; et, sinon
    - un mode de transmission pour la position de rapport de vitesse la plus élevée qui a été estimée comme étant applicable.
EP13748377.2A 2012-06-27 2013-06-26 Système de commande de transmission Active EP2867561B1 (fr)

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EP17168580.3A EP3255316B1 (fr) 2012-06-27 2013-06-26 Système de commande de transmission
EP17168579.5A EP3232092B1 (fr) 2012-06-27 2013-06-26 Système de commande de transmission

Applications Claiming Priority (2)

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SE1200388A SE539069C2 (sv) 2012-06-27 2012-06-27 Förfarande och system för val av transmissionsmod i ett fordon under ett vägavsnitt
PCT/SE2013/050769 WO2014003653A1 (fr) 2012-06-27 2013-06-26 Système de commande de transmission

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EP17168579.5A Division-Into EP3232092B1 (fr) 2012-06-27 2013-06-26 Système de commande de transmission
EP17168579.5A Division EP3232092B1 (fr) 2012-06-27 2013-06-26 Système de commande de transmission
EP17168580.3A Division-Into EP3255316B1 (fr) 2012-06-27 2013-06-26 Système de commande de transmission
EP17168580.3A Division EP3255316B1 (fr) 2012-06-27 2013-06-26 Système de commande de transmission

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JP6467888B2 (ja) * 2014-11-27 2019-02-13 いすゞ自動車株式会社 車両の自動走行制御装置及び車両の自動走行方法
US9849880B2 (en) * 2015-04-13 2017-12-26 Ford Global Technologies, Llc Method and system for vehicle cruise control
DE102015009600A1 (de) * 2015-07-24 2017-01-26 Man Truck & Bus Ag Verfahren und Vorrichtung zur Beeinflussung einer Getriebeschaltstrategie eines Kraftfahrzeugs
GB2570473A (en) * 2018-01-26 2019-07-31 Jaguar Land Rover Ltd Vehicle control method and apparatus
CN117090934B (zh) * 2023-10-20 2024-03-19 潍柴动力股份有限公司 空挡滑行控制方法及车辆

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DE102008023135B4 (de) * 2008-05-09 2016-07-21 Man Truck & Bus Ag Verfahren zum Betreiben eines Fahrzeuges, insbesondere eines Nutzfahrzeuges, Steuer- und/oder Auswerteeinrichtung, Fahrerassistenzsystem für ein Nutzfahrzeug sowie Nutzfahrzeug
SE534454C2 (sv) * 2009-12-17 2011-08-30 Scania Cv Ab Förfarande och system för framförande av ett fordon
DE102010030346A1 (de) 2010-06-22 2011-12-22 Zf Friedrichshafen Ag Verfahren zur Fahrbetriebssteuerung eines Kraftfahrzeugs
DE102011109039A1 (de) * 2011-07-30 2012-01-05 Daimler Ag Verfahren zum Betrieb eines Fahrzeuges

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SE539069C2 (sv) 2017-04-04
WO2014003653A1 (fr) 2014-01-03
EP2867561A1 (fr) 2015-05-06
EP3232092B1 (fr) 2021-03-10
EP3232092A1 (fr) 2017-10-18
EP3255316A1 (fr) 2017-12-13
EP3255316B1 (fr) 2021-03-31
SE1200388A1 (sv) 2013-12-28

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